Automatic signaling system for railways



G. CAILLE AUTOMATIC SIGNALING SYSTEM FOR RAILWAYS June 8, 1937.

Filed May 3, 1955 2 Sheets-Sheet l Fig.1;

INVENTOR Gforycs Caillc.

HIS ATTORNEY June 8, 1937; G, CA E 2,083,290

AUTOMATIC SIGNALING SYSTEM FOR RAILWAYS Filed May 3, 1935 2 Sheets-Sheet 2 l 1 P5718 i l i I i I I 10 BL ..il li-8 8 L BL Fri/9 ggorg gg g l filf Hi5 ATTORNEY Patented June 8, 1937 AUTOMATIC SIGNALING SYSTEM FOR RAILWAYS V Georges Caille, Vaujours, France, assignor, by mesne assignments, to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application May 3, 1935, Serial No. 19,734 In France November 14, 1934 22 Claims.

' nected to the rails.

'It has already been proposed to provide against possible false operation of the relay due for instance to mechanical sticking or to insufiicient shunting produced by the train during its travel, by combining the relay with another relay in such a manner that the risk of false operation of the combination is reduced to the product of th risks of false operation of each of the safety devices considered singly.

The invention has for its object an improvement in these two relay systems with a view, While always ensuring safety by means of the second relay, of permitting the non-operation of the first relay to be disclosed for the purpose of its subsequent rectification. According to the invention, in fact, the non-operation of one of the relays effects through the action of the second relay the settingof the signal to stop this indication instead of being automatically reversed after the passing of the train as in normal operation being, maintained until the first relay again becomes operative.

The accompanying Figures 1 to 4 inclusive of the drawings illustrate diagrammatically by way of example four different relay systems.

The system of Figure 1 comprises in the known manner two track relays A and B, connected in parallel instead of a single relay, the indication that the track is occupied-that is to say, the illumination of the green lamp V and the red lamp RQ-being effected by. the deenergization of one of the relays or of both relays.

According to the invention, a third relay C is employed which provides against the false operation of one of the relays A or B by maintaining theindication track occupied so long as the two .track relays are not operated in agreement with each-other, that is to say, until the normal operation of the two relays is reestablished.

For this purpose the relay C is slow releasing, and its energizing (pick-up) circuit includingthe back contacts I and 2 of the two relays A and B is'as follows: from terminal contact 1, contact: 2, coil of relay C to terminal A stick circuit for the relay C is furthermore provided including the front contacts 3'and l of the relays A-and B and-the stick contact viz. from terminal contacts 3, t, and 5, coil of relay C to terminal Each of the relays C, B, and A further comprises the usual contacts 6'l, 89, I 0-H effecting in the energized condition the illumination of the white lamps Bi and in the deenergized condition the illumination of the lamps V and R.

The operation is as follows:-

The entrance of a train in the track circuit K causes the simultaneous deenergization of the relays A and B, which results in effecting through a circuit from terminal contact H and the return circuit, the illumination of the red and green lamps of the signal. At the same time the armatures of the relays A, B move from the position in which the front contacts 3, 2 are closed to a position in which the back contacts I, 2 are closed and during this movement the relay C is not released owing to its being slow acting while when the back contacts I, 2 are closed the energizing circuit of the relay is maintained through these contacts so long as the relays A and B are deenergized.

'Assume on the other hand that one of the two relays A or B remains stuck in its attracted position after the entrance of a train into the section K. If it is the relay A, the illumination circuit of the signal is effected through the circuit: terminal contacts l0, 9 and the return circuit.

At the same time the relay C is deenergized by the opening of the front contact 6, the back contact I not being closed, so that contact 5 of relay C is thus opened.

It will be readily seen that the same action will occur if it is the relay B which has failed to operate, the relay A having operated normally.

When the train has left the section K, the two relays A and B will both be restored to their energized conditions, but the relay C will remain deenergized, its energizing current being cut off at the open contact 5. The signal thus continues to exhibit the red and green stop lamps.

Assume that a second train enters the section K. If the relays A and B this time operate normally the signal indication will be properly given at the signal by the closing of back contact H; at the same time the relay C will be energized through the circuit terminal contacts I and 2, coil C and. the return circuit and the relay C will automatically remain energized through the contact 5. Normal conditions will thus be re-established and the signal lamps will be extinguished when the track section K is free. If one of the two relays A or B still does not operate normally, the signal will continue to exhibit the stop indication until another train re-establishes the normal operation of the relays, or until the failure to operate having been indicated the relay A has been repaired.

Figure 2 shows another method of control of the track relay A by an auxiliary relay B and a mechanical pedal P. The relay A has the usual contacts III-II which, in normal operation, close the circuit of the lamps V and R through the contact II upon the entrance of a train into the a section K.

The relay A comprises as before a contact I controlling in this case the energization ofthe relay B. The latter is provided with two energizing circuits, the first circuit including the contact I and the contact I3 of the pedal P which is opened when the pedal is depressedby the passage of a train; the second circuit isa stick cir- 'cuit including the relay contact 2 and the contact I3 of the pedal P. The relay B comprises two contacts 6 and I controlling the signal'lamps circuit is opened.

"The relay B beingdeenergized establishes at its back contact i the illumination of the lamps R andV. After the train has passed beyond the Y pedal P, and before it has passed out of thetrack circuit K, the energizing circuit of relay B is completed from terminal back contact I, contact I3, and effects the energization of this relay and consequently the closure of the stick circuit of relayB at the contact 2 The front contact B is thus closed, and as soon as the train has left the I track section K, the front contact It is alsoclosed and the lamps BI are illuminated while the lamps V and R are extinguished.

the red and green lamps of the signal to be If on the contrary, when the section K is 00- cupied, the relay A remains stuck up, the relay B will release as soon as the pedal P has been operated by the train, and its contact I will cause illuminated. When the train has released the pedal, the relay B cannot be re-energized since the contact I is open, and the contact 1 remains closed so that the red and green lamps remain illuminated. If a second train comes into the section K and if the relay Aoperates normally, the back contact II will be closed and will illuminate the stop lamps of the signal and as soon as the pedal P is released by the second train, the relay B will be re-energized. Normal conditions will thus'be established. If on the other hand the relay A still remains stuck up," the relay B will remain deenergized and the fstop signal lamps will remain illuminated until normal operation of the relays has been re-established. Figures 3 and lrepresenttwo methods of controlling the relay'A in which the relay B and the controlling the illumination, either of the stop pedal P are associated with a slow release relay C. In addition to the ordinary contacts II] and II lamps R and V, or of the line clear lamps BI,

three contacts I, I5, I6 are provided on the relay A. The front contact I closed when the relay is energized, closesthe energizing circuit of the relay Bin which are included not only the contact I3 operated by the pedal P, but also the contact I4 operated by the relay 0. The front contact I5 closed when the relay A is energized, controls an energizing circuit for the relay B in parallel with the first circuit above mentioned, and the back contact I6 controls the energization of the relay C. 'I'herelay B comprises in addition to the ordinary contacts 8 and 9 controlling the illumination of the stop or line clear signal lamps, two

contacts II and I3. The front contact I! is connected in the stick circuit of the relay B which 1 also includes the front contact I 5. I

The contact I8 controlling the energization of the relay C, is included in a stick circuit in which the contact I9 is also included.

The operation is as follows:--

In normal operation when the train enters the section K, the relay A releases and effects the illumination of the stop signal lamps R, V at its back contact II. hand is deenergized both by the opening of the front contact It as a result of the deenergization of the relay A and by the action of the pedal P as the train passes. The relay A in releasing energizes the relay C on the other hand at the back'contact I6. After the track circuit has become unoccupied, the'contact It having previ-.

ously become'reclosed, the rela'y B is reenergized through the following circuit: front contact I, contact I4 (still'maintained closed due to the slow release of relay C) contact I3, coil of relay B, to terminal v This re-energization closing of the front contact I? and consequently maintains'the relay B energized energization of the, relay C.

If, on the contrary, the relay A fails 'to operate, that is to say, remains stuck up when the train. enters the section K, the relay B will be deener- 'gized by the passage of the train over the pedal,

as a result of the opening of the'contact I3. The closure ofthe backcontact 9 when the relay 3' is deenergized will then efiect'the illumination of the stop signal lamps 'R and V. The relay C will not operate. I r

When the train has left the track section K, the relay B will remain deenergized since neither of its energizing circuits have been re-established. The signalwill continue to exhibit the stop lamps V and R, so long as a train has not re-established the normal operation of the relay A.

The system of Figure 4 differs from the preceding systems in that the number of the contacts of the main relay is reduced which gives an adinstallation.

of therelayB effects theafter the de- The relay B on the other In the system of Figure 4, the jcontact I of the Figure'3 operated by the relay A and included'in relay 0.

The operation of the system of Fig. 4 is as follows: With the apparatus in the condition illustrated, when a train enters section K, relay A will release and will open the stick circuit for relay B at front contact I5. Relay B will now release, opening the circuit for signal BI at front contact 8 and closing the circuit for signal V, R at back contact 9. If for any reasonrelay A should fail to release promptly, the stick circuit for relay B will be openedat the pedal contact I3.

As soon as relay A releases, the pickup circuit 'for'relay-Cbecornes closed at-back contact I6 so that relay C picks up and closes a holding circuit for itself which circuit includes back contact .20 ofrela'y B and front contact-l9 of relay C. Relay Cinpicking-up closes front contact l4, thus preparing the pickup circuit for relay B.

As soon as the train leaves the section, relay A will pickup and will close the pickup circuit for'relayB at front contact l5 whereupon relay B will pickup. The closing of front contact I! completes thestick circuit for relay B, and the opening of back contact 20 interrupts thestick circuit for relay C which, therefore, releases. The apparatus is now restored to the condition illustrated in the drawings. a

Should relay A fail to release when a train enters section K, the subsequent release of relay B-due'to the opening of pedal contact I3 will interrupt the stick circuit at contact 11. Accordingly, since contact l iwill not be closed because of the failure of relay A to release and to pick up relay C; relay B will remain deenergized until such time as a subsequent train-movement succeeds in releasing relay A.

It 'should'be pointed out that if relay C is so designed that its release time is sufficiently long to enable relay B to pickup followingthe exit of a train from the section; then the holding circuitfor relay C including back contact 20 of relay B and front contact 19 of relay C can be eliminated without interfering in any way with the proper operation of the system.

Although I have herein shown and described only a few forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within thescop'e of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: r

1. In combination with a section of railway track,a pair of track relays both receiving energy from the-rails of said section, an auxiliary relay,

5a -pi cjki up circuit for said auxiliary relay effective when both of said track relays are released, a holding circuit for said auxiliary relay effective 7 'saidtrack relays and said auxiliary relay. 7

3..In':combination with a section of railway track, a .track relay receiving energy from the rails of said section, a normally energized auxil- :iary relay, means exclusive of said track relay and effective when a train enters said section for deenergizing said auxiliary relay, a pickup circuit for said auxiliary relay controlled by said track relay, a holding circuit for said auxiliary relay including a front contact of the auxiliary relay, and

"trafiie governing apparatus controlled byboth said trackrelay and said auxiliary relay.

' 4;Incombination with a section of railway track, a track relay receiving-energy from the rails of said section, a normally energized auxiliary relay, means including a trainoperated contact for deenergizingsaid auxiliary relay, a pickup circuit for said auxiliary relay includinga contact of said track relay and said train operated contact, a holding circuit for said auxiliary relay including a front contact of the auxiliary relay and said train operated contact, and traffic governing apparatus controlled by both said track relay and said auxiliary relay.

5. In combination with a section of railway track, a track relay receiving energy from the rails of said section, an auxiliary relay, a pickup circuit for said auxiliary relay including a normally closed train operated contact, a holding circuit for said auxiliary relay including a front contact of the auxiliary relay and said train operated contact, and trafiic governing apparatus controlled jointly by said track relay and said auxiliary relay.

6. In combination with a section of railway track, a track relay receiving energy from the rails of said section, a normally energized auxiliary relay, a pickup circuit for said auxiliary relay including a contact of said track relay which is closed when the track relay is deenergized, a holding circuit for said auxiliary relay including a front contact of the auxiliary relay, and traffic governing apparatus controlled by both said track relay and said auxiliary relay. 3

7. In combination with a section of railway track, a track relay receiving energy from the rails of said section, a normally energized auxiliary relay, means effective when a train enters said section for deenergizing said auxiliary relay, a pickup circuit for said auxiliary relay including a back contact of said track relay, a holding circuit for said auxiliary relay including a front contactof the auxiliary relay, and traffic governing apparatus controlled by both said track relay and said auxiliary relay.

8. In combination with a section of railway track, a track relay receiving energy from the rails of said section, a normally energized auxiliary relay, means including a train operated contact for deenergizing said auxiliary relay, a pickup circuit for said auxiliary relay including a back contact of said track relay and said train operated contact, a holding circuit for said auxiliary relay including a front contact of the auxiliary relay and said train operated contact, and traffic governing apparatus controlled by both said track relay and said auxiliary relay.

9. In combination with a section of railway track, a track relay receiving energy from the rails of said section, a normally energized auxiliary relay, a pickup circuit for said auxiliary relay including a front contact of said track relay, a holding circuit for said auxiliary relay including a front contact of said track relay and a front contact of said auxiliary relay, and traffic governing apparatus controlled by both said track relay and said auxiliary relay.

10. In combination with a section of railway track, a track relay receiving energy from the rails of said section, a normally energized auxiliary relay, means effective when a train enters said section for deenergizing said auxiliary relay, a pickup circuit for said auxiliary relay controlled by said means and by a front contact of said track relay, a holding circuit for said auxiliary relay controlled by a front contact of said track relay and including a front contact of said auxiliary relay, and traffic governing apparatus controlled by both said track relay and said auxiliary relay.

11. In combination with a section of railway track, a track relay receiving energy from the rails of said section, a normally energized auxiliary relay, apickup circuitfor said auxiliary relay including a front contact of said track relay and a trainoperated contact, a holding circuit for said auxiliary relay including a front contact of the auxiliary relay and said train operated con.- tact, and traffic governing apparatus controlled by .both said track relay and said auxiliary relay.

12. In, combination with a sectionrof railway track, a track relay receiving energy from the rails of saidsection, a normally energized auxiliary relay; a pickup. circuit for said auxiliary relay including a frontcontact'of said track relay and atrainxoperated contact; a holding circuit, for said auxiliaryrelayincluding a front contact of said track relay, a: front contact of said auxiliary. relay, and said train operated contact; andvtrafa fic governing apparatus controlled by both said track relay and said auxiliary relay.

; l3. In combination with a section of railway track, -a=track relayreceiving energy from the rails of said section, a first and a second auxiliary relay, a pickup circuit for the firstauxiliary relay including a front contact of said trackrelay and a front contact of the second auxiliary relay; a a

the track'relay and a front contact of the first holding circuit forthe first auxiliary relay including a front contact of said track relay and a front contact of the first auxiliary relay, an energizing circuit for the second auxiliary relay including a back contact of said track relay, and trafiic governing apparatus controlled by both said track relay andsaid first auxiliary relay.

.14. In combination with a section of railway track, a track relay receiving energy from the rails of said section, a first and a second auxiliary relay, a pickup circuit for the first auxiliary relay including a front contact of said track relay and a front contact of the second auxiliary relay,

a holding circuit for the first auxiliary relay ineluding a front contact thereof and a train operated contact, an energizing circuit for the second auxiliary relay including a back contact of said track relay, and trafiicgoverning apparatus con trolled by both saidtrac'k relayand said first auxiliary relay; 1 a V 15. In combination witl'r a section of railway track, a track relay receiving energy from the apparatus controlled by both said track relay and said first, auxiliary relay.v

. 16. In combination with a section of railway track, a trackrelay receiving energy from the rails of said section, a first and a second auxiliary relay, a pickup circuit for the first auxiliary relay including a front contact of said track relay and a front contact of the second auxiliary relay, a holding circuit for thefirst auxiliary relay including a front contact of said track relay and a front contact of the first auxiliary relay, a pickup circuit for the second auxiliary relay including a back contact of said track relay, a holding circuit' for the secondauxiliary relay including a back contact of the first auxiliary relay and a front contact, of ,the second auxiliary relay, and

trafiic governing apparatuscontrolled by both said track relay and said .firstauxiliary relay.

7 said a xiliary relay.

17. In combination with a section of railway track, a track, relay receiving energy from the rails of said section, a first and a second auxiliary relay, apickup circuit for the first auxiliary relay including a front contact of said track relay and a front contact of the second auxiliary relay, a holding circuit for the first auxiliary relay including a front contact thereof and a train operated contact, a pickup circuit for the second auxiliary relay including a backcontact of said track relay, a holding circuit for the second auxiliary relay including a back contactof the first auxiliary relay and a'front contact of the second auxiliary relay, and trafiic governing apparatus controlled by both said trackrelay and said first auxiliary rel y. 7

V 18. In combination witha section of railway track, a track relay receiving energy from the rails of said section, a first and a second auxiliary relay, a pickup circuit for the first auxiliary relay including a front contact ofv said track relay and a front contact of the second auxiliary relay, a holding circuit for the first auxiliary relay including said-front contact of auxiliary relay, an energizing circuit I for the second auxiliary relay including alback contact of said track relay, and traffic governing apparatus controlled by both said track relay and said first auxiliary relay.

19. In combination with a section of railway track, a track relay receiving energy from the rails ofsaid section, a first and a second auxiliary relay, apickup circuit for the first auxiliary relay including a front contact of said track relay and a front contact of the second auxiliary relay; a holding circuit for the first auxiliary relay including said front contact of the track relay, a front contact of the first auxiliary relay, and a train operated contact; an energizing circuit for the second auxiliaryv relay including a back contact of said track relay,

and. trafiic governing apparatus controlled by both said track relay and said first auxiliary relay. v

20. In combination with a section of railway track, a track relay receiving energy from the rails of said section, a first and a second auxiliary relay, a pickup circuit for the first auxiliary relay including a front contact of said track relay and a front contact of the second auxiliary relay; a holding circuit for the first auxiliary relay including said front. contact of the, track relay, a front contact of the first auxiliary relay, and a train operated contact; a pickup circuit for the second, auxiliary relay in cluding a back contact of said track relay, a

holding circuit for. the second. auxiliary relay includinga back contact of the'first auxiliary relay and a front contact of the second auxiliary relay, and trafiic governing apparatus controlled by both said track relay and said first auxiliary relay. a

21.-I'n combination with a section of railway track, a track relay receiving energy from the rails of said section, an. auxiliary relay, a pickup circuit for said auxiliary relay including aback contact of said track relay, a holding circuit for said auxiliary relay including a front contact of the auxiliary relay, means effective when a train enters said section for rendering said holding circuit ineffective, and, tralfic governing apparatus controlled by both said track'relay and 22. In combination with a section of railway track, a track relay receiving energy from the rails of said section, an auxiliary relay, a pickup circuit for said auxiliary relay including a back contact of said track relay, a holding circuit for 7 said auxiliary relay including a front contact of 

